Railroad-switch.



E. D. BROWN.

RAILROAD SWITCH.

, 911. 1,006,717. Patented 0012 11911.

EARL .n. IBROWN, or KALISPELI}, MQNTANA.

RAILROAD-SWITCH.

Specification of Letters Patent.

Patented Got. 24, 1911.

Application filed. January 17,1911. gSerial No..603,179.

To. all whom it may concern.

Be itknown that I, EARL D. BROWN, a citizen of the .United States,residing at Kalispell, in the county of Flathead and 5 State of Montana,have invented certain new and useful Improvements in Railroad- Switches,of which the following is a specification, reference being had thereinto the accompanying drawing. v

This invention relates to switches for railroads and the principalobject of the same is to provide a novel rotatable switch point which isat all times retained in nested en gagement with the main rail so thatno open ings are formed between the rail and point in which sand, snowor other refuse could become wedged and also to provide a point in whichthe upper surface thereof is always in flush relation to the uppersurface of the said rail so that no projections or other obstruction arepresented that might damage, or be damaged by, teams crossing theswitch.

In carrying out the object of the invention as generally stated above,it will be understood changes in details and structural arrangements maybe resorted to, one preferred and practical embodiment being shown inthe accompanying drawings, Where:

Figure 1 is a perspective view of the improved switch. Fig. 2 is a topplan View thereof. Fig. 3 is a similar view, the point being set for themain line, and also show ing the means for operating the point. Fig. 4is a view in side elevation. Fig. 5 1s a transverse vertical sectionalview taken on the li ne 22, Fig. 2. Fig. 6 is a detail perspective Viewshowing the switch set for the siding. Fig. 7 is a similar view showingthe point set for the main line.

Referring to the accompanying drawings by numerals, it will be seen thatthe im proved switch includes the main rail 10, the siding 11, and theties 12 which carry the spaced inner and outer upstanding lugs 13 and 11, respectively. The main rail 10 is seated on the ties between saidlugs and has its straight outer side 15 resting against the straightinner vertical surfaces of the lugs 14. Said main rail 10, at anintermediate point, has its web thickened so that the same is flush withthe longitudinal outer edges of the tread and the base flange so thatsaid straight outer side 15 is thereby formed.

On the inner sidethe thickenedweb is longitudinally concaved, asindicated at 16, said concavity tapering in depth and terminat ing atone end in an abutment 16 in the tread. The lugs 13 are concaved ontheirinner surfaces, as indicated at 17. The concavities of the lugs 13conform to the contour of the concavity ofthe main rail 10. Thisarrangement of inner concaved lugs 13 and the concaved inner side of therail 10 provides bearing seats for the cylindrical body 18 of the switchpoint. And, as clearly shown in Figs. 1, 2, and 3, the inner lugs 13 arein oblique alinement so that while the forward and intermediate portionsof the body 18 are nested in engagement with the concavity of the rail10 and the concavities of the forward and intermediate lugs 13, the rearof said body is only in engagement with the concaved lug 13 of the reartie. Said body has longitudinally extending oppositely disposed flatportions 19 and 20 which are separated by the longitudinally taperingrib 21 which fits within the cut-out portion 22 of the tread of the rail10 when the body 18 is rotated in one direction to set the switch forthe siding rail 11. The flat portion 20 of the body 18 extends theentire length of said body and the fiat portion 19 terminates adjacentthe rear end of said body and is inclined relative to the longitudinalaxis of said body. The inclination of the fiat portion 19 forms a short,longitudinally tapering rib 23 which fits within the cut-out portion 22of the rail 10 when the switch is set for the main line. The uppersurfaces of the ribs 21 and 23 are flush with the upper surface of thetread when engaged therewith, as is clearly shown in Figs. 6 and 7.

The body 18 has a lug 2 1 projecting from its forward end and a crank 25is carried by said lug. The free end of said crank 25 projects through aslot 26 of a switch rod 27 which is pivotally connected to a crank 28projecting from a shaft 29 of a stand 30. Said shaft 29 is rotated bythe usual handle 31 to cause the rod 27 to rotate the body 18. Therotary movements of the body are limited by means of a laterallyprojecting lug 32 that is carried by said body and which contacts withthe abutment shoulder 33 formed in the lug 13 of the intermediate tie12, and a similar abutment shoulder 34 in the rail 10. Said shoulders 33and 3 1 form the ends of a clearance slot or groove 35 that is formed inthe lug 13, tie 12, and rail 10, as shown in Fig. 5.

It will be clear from the foregoing that the improved switch dispenseswith the necessity of spaces between the points and the main rail andalso avoids projections or other obstructions such as would interferewith travel across the switch. It will also be clear that the improvedswitch is not affected by snow for the reason that the snow will bethrown therefrom by the rotary movements of the switch.

It should be noted that the present switch presents no surfaces betweenwhich snow, ice or other foreign substance may fall to hinder theoperation thereof. It should also be understood that other means foroperating the switch may be used if it is desired.

What I claim is 1. In a railway switch, the combination of a rail havinga longitudinally extending concaved bearing seat in one side, ties forsaid rail having integral lugs thereon provided with concave transversebearing seats, a switch having a body rotatable in said rail and lugseats, and provided with point rails for main line and sidings, andmeans for rotating said switch.

2. In a railway switch, the combination of a main rail having alongitudinally extending tapering bearing seat formed in one sidethereof, said rail having its tread cut-away to provide a point seat,ties provided with lugs having concaved bearing seats therein, a switchcomposed of a cylindrical body r0- tatable in said seats and providedwith main and siding point rails adapted to be selectively engaged withthe seat in the tread of the main rail, means for rotating said body,and means for limiting the rotary movements of said body. 7

3. In a railway switch the combination of a main rail provided with alongitudinally tapering concaved bearing and a seat in its tread, .tiesprovided with bearings, a switch having a body rotatable in saidbearings and main and siding point rails adapted for flush engagementwith the seat in said tread, means for rotating said body, and means forlimiting the rotary movements of said body.

4. In a railway switch the combination of a main rail, supporting tiesprovided with integral lugs, one of said ties and lugs and saidrail-being provided with a groove, a switch body rotatably mountedbetween said rail and lugs, a stop projecting laterally from said bodyand entering said groove, 7

main and siding point rails carried by said body, and means for rotatingsaid body.

In testimony whereof I hereunto aflix my signature in presence of twowitnesses.

EARL D. BROWN.

Witnesses IRVING L. MGCATI-IRAN, EDWARD W. CADY.

Copies of this patent may be obtained for five cents each, by addressingthe Commissioner of Patents,

Washington, D. G.

